Method for increasing brake efficiency

ABSTRACT

Within the framework of the method for increasing brake efficiency of a vehicle with a hydrodynamic retarder, the rotational speed of the motor is increased by command for downshifting, in such a manner, that the increased cooling fluid circulation flow, due to the higher rotational speed of the motor speed, the necessary retarder braking power is made available, whereby a downshift command is issued, if this is necessary due to the actual retarder braking power.

[0001] The present invention concerns a method for increasing the braking efficiency of a vehicle using a hydrodynamic retarder in accord with the principal concept of Claim 1 of the present patent.

[0002] Retarders serve as a nearly abrasion free, lasting braking means, especially for commercial vehicles and rail guided vehicles, since without abrasive wear retarders possess, for a long period, the advantage of converting braking energy into heat.

[0003] In the case of hydrodynamic retarders, the fluid flow energy of a liquid is used for braking, wherein the physical active principle corresponds to that of a hydrodynamic clutch. In accord with this, the retarder develops a rotor-stator relationship in the power fluid, the said stator being immovably affixed in a retarder housing. Upon activation of the retarder, a quantity of oil, commensurate with the desired braking power, is admitted into the rotor blade space whereby the rotor carries the oil with it. The oil reacts thereupon against the stator, giving rise to a braking action which restrains the rotor shaft.

[0004] As a result of the above principle, it is possible that a retarder will produce, at a low rotational speed, only a small braking moment.

[0005] Under normal driving conditions, the motor rotational speeds lie at a relatively low level, namely, within that rotational speed which is most favorable to the current use. Upon retarder braking, however, a greater circulation of cooling fluid is required and, to this end, a higher motor rotational speed is both desired and necessary for optimal operation.

[0006] On this account, the purpose of the present invention is to make available a method which enables, even at originally low rotational speeds, the achievement of a sufficient desired retarder braking power.

[0007] This purpose is achieved by the features of Claim 1 of the present patent. Further embodiments proceed from the subordinate claims.

[0008] In accordance with the above, the proposal is to increase the rotational speed by means of a command for a downshift issued by the retarder, in such a manner, that by means of the higher motor rotational speed, the circulating quantity of cooling fluid provides the necessary retarder braking action. By means of increasing of the rotation rate of the motor, and because of the higher gear ratio, the entire braking power response of the vehicle is increased.

[0009] In accordance with the invention, on the basis of comfort, only a downshift is carried out when such a shift is necessary because of the actual retarder braking power.

[0010] Within the framework of a variant, the entire situation is pre-analyzed and, in the case of necessity, a downshift command is released.

[0011] The determination as to whether or not a downshift is necessary, for the stepping of the actual potential for power of the retarder braking system, is made by several mutually interacting characteristic values.

[0012] The retarder presents important criterion as to the actual braking effect of the retarders, which can be determined from the actual braking moment, the actual braking power, the retarder engagement or disengagement, or the control flow.

[0013] Added thereto is the determination of further criterion of the actual driving condition, which is arrived at from the actual rotary motor speeds of the output shaft of the transmission, the wheels, the motor and the clutch, further thereto the speed of the vehicle, variations in the RPM or the speed, characteristics of the topography or the weight of the vehicle relative to the said topography are required.

[0014] In accordance with the invention, also the capability of the vehicle cooling system to meet power commands which is obtainable, for example, from the temperature in the cooling system, its change as a function of time, the pressure in the cooling fluid circuit, the current operating gear position, the current clutch stage in operation and the RPM of the water pump ust be taken into consideration for determination of a downshift.

[0015] In accord with the invention, the above itemized and various characteristic quantities are given consideration by a logical correlation or with the aid of fuzzy computation, in order to recognize the necessity of the command for a downshift and to allow this to be released.

[0016] An essential advantage of the use of fuzzy computation is to be found in that different quantities are included in the final result in accord with appropriate weighting.

[0017] The downshift command is conveyed to the driver acoustically, optically or by a sense of feel. Again, for an automatic shift system, the said command can be automatically forwarded to effect the release of a shift.

[0018] In the framework of further variants, with the invented method, the necessity of a downshift command, in the presence of an overstepping or understepping of a threshold value, can be recognized. Appropriate threshold values can be established for cooling fluid temperature or gradients thereof, the rotational speed of the motor or gradients thereof, rotational speed of the drive takeoff shaft or gradients thereof.

[0019] Further, in the framework of an additional embodiment, the further development of the cooling fluid temperature and further optional values can be determined from a simulation of the cooling system. Based on the findings thereof, a down shift can be commanded.

[0020] Likewise, it is possible, under condition of automatic braking, to release a braking command, insofar as the retarder in the actual operating conditions can obtain access to the required braking power and hence the braking moment. 

claimed is:
 1. A method for increasing brake efficiency for a vehicle with a hydrodynamic retarder, therein characterized, in that the rotational speed is increased by means of downshifting, in such a manner, that by means of the increased circulation of cooling fluid due to a greater rotational speed of the motor, the necessary retarder braking power is made available.
 2. A method in accord with claim 1, therein characterized, in that a downshift command issues, when such a command is called for by the actual retarder braking power.
 3. A method in accord with claim 2, therein characterized in that the retarder braking power is preliminarily evaluated.
 4. A method in accord with one of the foregoing claims, therein characterized, in that for the determination of the necessity for a downshift command, the actual braking efficiency of the retarder, the actual conditions of driving, and the potential for power of the vehicle cooling system are taken into consideration.
 5. A method in accord with claim 4, therein characterized, in that the actual braking efficiency is determined from the actual braking moment, the actual braking power, the retarder inlet or outlet pressure, or the control flow, in that the actual condition of driving is determined from the actual speed of rotation of, for instance, the output shaft of the transmission, the wheel rotational speed, the motor rotational speed, the rotational speed of the clutch, the speed of the vehicle, the changes in rotational speed or speed, the topography or the weight of the vehicle in relation to the said topography, and in that the capability for power of the vehicle cooling system is determined by changes in: temperature as a function of time, rotational speed of the motor, pressure in the cooling fluid circulatory system, the state of the clutch or the water pump speed of rotation.
 6. A method in accord with claim 4 or 5, therein characterized, in that the actual braking effect of the retarder, the actual condition of driving, and the potential for power of the vehicle cooling system is given consideration by logical correlation or by means of a fuzzy computation, in order to recognize the necessity of a downshift and the consequent release of the said downshift.
 7. A method in accord with one of the claims 1, 2 or 3, therein characterized, in that the necessity of the a downshift command is recognized by means of the under/over stepping of a threshold value, whereby, threshold values may be assigned to the temperature of the cooling fluid, rotational speed of the motor, transmission output shaft rotational speed and to the gradients thereof.
 8. A method in accord with one of the claims 1, 2 or 3, therein characterized, in that from a simulation of the cooling system the future development of the cooling fluid temperature and optional further size is determined, whereby, based thereon, the necessity of a downshift command is in turn determined.
 9. A method in accord with one of the foregoing claims, therein characterized, in that the downshift command is made known to the driver acoustically, optically, or by feel.
 10. A method in accord with one of the foregoing claims, therein characterized, in that the downshift command is automatically forwarded to an automatic or automated shifting system for the release of a shift. 